Automatic railway-switch-operating mechanism.



D.` P. HOFFMANN. l AUTOMATIC RAILWAY SWITCH OPERATING BBOHNISM.

APPLIoA'rIon Hum nov. a, 19410. I

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D.l F. HOFFMANN. AUTOMATIC RAILWAY SWITCH OPERATING MEGHAAISM.

'APPLICATION FILED NOV. B, 1910.

` Patented Aug. 8, 1911.

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l APPLICATION FILED NOV. 6, 1910. 999,999.

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mi KM l D. P. HOFFMANN. AUTOMATIC RAILWAY SWITCH OPERATING MEGHANISM. APPLICATION FILED NOV'. 8, 1910.

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4 SHEETS-SHEET 4 LVANIEL F. HOFFMANN, OF SEGUIN, TEXAS.

AUTOMATIC RAIZWAY-SWITCH-OPERATING MECHANISM.

Application led November 8, 1910.

fo uli'. 'rf/'hom t may concern:

Be it known that I, DANIEL F. HOFFMANN,

a citizen of the United States, residing at b'egunn m the county of Guadalupe and State of 'llexas, have invented certain new and useful Improvement-s in Automatic Railway-Switch-Operating Mechanism, of which the following is a` specification.

This invention relates to an automatic railway switch operating mechanism and the primary object of the invention is to provide a novel arrangement of levers operatively connected to the switch points and no fel means carried upon the car for operating the levers to throw the switches, so that. the train or car may be guided into a siding or to continue upon the main line.

Another object of the invention is to so provide operative mechanism that the same may be operated when the cars are moving in either direct-ion. 4

A further object is to provide novel means for retaining the switch points in positive engagement with 'the main line rails when said point-s are thrown by a car traveling past at a high speed.

Other objects and advantages will be apparent from the following description, and it will be understood that changes in the specific structure shown and described may be made within the scope of the claims with- I out departing from the. spirit of the invention. l

1n the drawings: Figure 1 is a plan View of a section of a track showing the parts in a position when the points are open to direct a ear into a siding and'also showing the switch points and parts in dotted lines in the opposite position, Fig. 2 is a sectional view taken on the line 2-2 of Fig 1 and locking in the direction indicated by the arrows, a car provided with my improved switch operating mechanism being shown in section thereon, Fig. 3 is an enlarged sectional view on the line 3-3 of Fig. 1, Fig. 4 is a transverse sectional View on the line 4f-4 of Fig. 1 and looking in the direction indicated by the arrows, a car being shown in section, Fig. 5 is a detail sectional view illustrating the manner of securing the tread bars at each end thereof, Fig. 6 is an enlarged elevation of the operating shaft and connected lever carried -upon the car, Fig. 7 is a top plan view thereof, Fig. 8 is an enlarged sectional view partly in elevation on the line 8- 8 of Fig. 7, Fig. 9 is an enlarged Specification of Letters Patent.

Patented Aug. 8, 1911.

Serial No. 591,290.

detail of the operating arm for throwing the y switch operating wheel.

Referring to the drawings in detail, I have illustrated my improved mechanism, in which the numerals 10 and 11 designate the main line track rails, which are mounted in the usual manner upon ties 12, the switches being indicated at 13 and 14, the formerof which is movably adapted to be actuated as a.` switch point in connection with the movable switch point 15 forming a portion of the main line. 15 are connected by an adjustable coupling rod 113 which is pivotally connected centrally of its length as shownat 17 to the outer end of an arm 18 which is pivotally secured to an adjacent tic as shown at 19, said arm having oppositely extended cross arms 20 and 21 preferably formed integral therewith and having connecting rods 22 and 23 pivotally secured at. their outer ends and extending in opposite directions along the length ot' the track as shown in Fig. 1 of the dra\\i1'1gs, the arm 1S being fori'ncd with an elongated slot where it is secured to the coupling rod 1G so as to allow for movement of the coupling rod in throwing the switch points during the swinging move- 'ment of said arm.

ln order to operate the arm .1S to throw .the switch points,l dispose certain of the ties in closer relation adjacent the oppositely extended ends of the rods 22 and Q3 and eentrally between the rails 1 0 and 11 and longitudinally thereof, l provide the tread bars 2l which are preferably constructed of metal of U-shaped form and are inverted for attachment to a vertical arm 25 having oppositely extended ears 9.(3 at its upper end which are perforated and pivotally connect-l 'is pivotally mounted upon a hanger 29 bolted to two of the ties as shown and the other arm 3() of the lever extends upwardly and is connected at its upper end to one of the rods K 23. The outer ends of each of the bars are slotted as shown at 31 and are engaged with` bolts 32 for longitudinal sliding movement so as to allow for the downward movement py I i seance of the bars when depressed to operate the bell crank lever and these bolts are properly carried by the circular headed portions 33 of bolts '34 secured to the ties, so that the U- shaped bars may be titted thereon to allow proper movement of the bars to the degree necessary. These bolts 32 have reduced ends upon which nuts 34 and washers are secured. As is shown in Fig. l, two of such operating mechanisms are employed centrally between the rails and connected bj the rods 23 to the arm 2l for throwing the switch points, one of said treads being extended into the siding. Disposed upon one side of the said tread bars are similar tread bars which are connected to the rods 22 adapted to actuate the arm in throwing the switches in the opposite direction and in order to retain the switch points in positive engagement with the main line rail to prevent said switch points from moving therefrom during the passage of a train over the main line at a high speed7 I pivotally secure a bell crank lever to the face of the tie adjacent the coupling rod 16, said lever having its shorter arm 3G pivotally connected to said coupling rod bv a link 37 and the longer arm 3S of the bell crank lever is extended above the arm 3G and connected by a rod Bt) to a coil spring 4.0, this attachment is made by forming the rod 39 with bifurcated eX- tensions 4l which are secured to a plate 42 at the opposite end of the springl and a similar plate is mounted upon the other end of the spring, the bifurcated extensions 4l being movable therethroughr and a rod 43 is attached to this plate and. extended through the opposite plate and pivotally secured to the tie as shown at 14. Thus when the coupling rod lt is moved to throw the switch points and clear the main line, the link 37 will be moved to swing the bell crank lever in the posit-ion shown in dotted lines with the longer arm 38 in a downward position, pullingl torce of the springbeing eX- ertcd above the pivot of the lever when the switch points are in the opposite position to clear the siding and the pulling force of the spring being below said pivot when in the position just. mentioned7 thus causing thc points to be hold tightly into engagement with the main line rails.

ln order to actuate the switch points by depri-seing the tread bars in the manner set 'orth, trom the car passing over the track rails;y l provide a wheel 1-5 which has a concavrd peripheral surface :ulapted for cngagrment with the tread bars so that they will bo positively depressed, said wheel beingl rotatably and slidably mounted upon an axle 4lt which ia properly hold in the V- shaped hangers securely bolted to the platiorm o'lpthe rat'. 'lhe hub ot' the wheel t5 is provided with an extension IS which is reduced in diamclcr as shown at Lif), said rcings 54 secured to mounted adjacent the vertical duced portion having a flange member removably attached thereto and adapted to retain the slotted end ot' an arm 5l. in position upon the reduced portion Itf), and in order to have proper engageu'lent therewith 70 when the wheel is moved longitudinally upon the axle f-tt, the arm 5l. is curved to ht the curvature of the inner iace of the flange member 50 and the slot 52 in the arm 5l is of suitable length so that the reduced portion may have movement therein. The arm 5l is preferably formed of metal pipe and is rigidly connected to a shaft 53 of similar stock which rotatably mounted in beary the under side of the platforni of the ear and carrying beveled gear wheels 55 at each end thereof. A vertical operating standard 56 is rotatably wall at each end ot' the ear by means ot' a bearing 57 85 at its tippe/r end, the lower end thereof having a bearing collar 58 secured thereto and adapted to limit the dmvnward movement of the standard and to form a proper bearing therefor in connection with a plate 5t) secured to the platform ot the car and .said standard extends through the platform and has a beveled gear wheel (SO upon the lower end thereof in mesh with the gear wheel 55 so that rotation of the standard 95 will rotate the shaft 53 to swing the arm .3lv and move the wheel from a central position upon the axle 46.

For operating either of thc standards 56 the upper ends of each levers 6l are fitted thereon, said levers hav-- ing their end portions bent in hooked form shown at G2 so as to retain t-he same. from upward movement when engaged around the peripheral edge oi a segmental rack arch G25 which is properly bolted at each end et the vertical end walls of the platform by forming the rack arch with down turned portions (34- which are bolted to the vertical portions as shown. ed to be swung in a circular path upon the rack arches and in order to retain the same in a proper position according to the movement desired to be transmitted to the operating wheel d5, l provide cach of the levers with a' lfmgitudinal slot G5 in which a latch bolt titi is pivotally mounted at its inner end, said latch bolt having a projection G7 adapt` ed to engage with the notches GS formed in the inner edge of the rack arch and held in engagement therewith by means of a plate spring ttt) which is secured to the under sur- 'tace ot the lever (il and has a' hooked end adapted for engagcuant with the latch bolt, said lever having a vertical extension upon which is .secured a suitable hand grip Tt) t'or the operator. Thus` when it is desired to operato the' arm 1S, the pivotal latch depressed to disenga'ge the projection G7 from cach of the notches G8, and the lever may be are squared and 100 The levers (5l are adapt- 110 readily moved to the right or left according to the direction in which itis desired to move the arm 5t and, operating wheel, the standard 54" being adapted to rotate the shaft 523 by means ot' the inte 'meshing gears carried thereby.

In the operation of the dev ice, the tread ba'rs are normally raised at. their central points to project a slight distance above the of .the track when the said track is not clear and b v way ot example, we will consider' that a car is traveling on tl e main line tracks toward the switch points as indicated b v the arrow in Fig. l. and it the operator desiresto remain on the main track he will move the wheel l5 to a centralv position b v swinging the lever (31 until the projection (5T is engaged with thel central notch on'. The wheel will then engage with the tread bars 24 as the approaching end depres-:es the same. to swing the bell crank lever connected to the arm 25, causing a pull to be exerted upon the rod '223 to swing` the arm 2t which is connected to the bell crank lever by said rod and thus throw the coupling membe` and connected switch points to the position indicated in dotted lines by means of the arm 1S. the slot therein compensating tor the slight degree in movement necessary in swinging the arm 18 upon its pivot point as a center. The main tracks are then cleared t'or the continuance lot' the car upon the main line and during this operation the other of the rods Q3 has been moved to raise thc other bars 2t by an opposite movement ot the bell crank lever connected thereto and at the same time the arm 20 is swung in an opposite position to raise the, bars connected thereto by the rod 22 at the entering end otthe ca'r and depressing the bars at the switch end and thereby placing the same in position t'or another-opta'- ation. It is also apparent' that the tread bars Awhich are arranged ott' center may be operated lgy nioving the wheel l5 to one side or the other through the medium of the operating` lever, so that it will properly engage said bars. 'l`hus it will be apparent that the switch mechanism will at all times be in position tor operation and the provision ol the spring lt) and parts connecting the same to the couplingl lod lt, the .switch points will be retained in position when the train or ear is passing over the main line :rt a high speed, thereby preventing the car trom entering the siding as ol'tentimes happens with a serious loss ot lile. M v operating means upon the car will also be t'ound ellicient and practical tor throwing switches.

ln the drawings I have shown'levers til upon each end ot' the car. but it will be, ot' course. :.nderstood that one lever may be employed. and the saine may bc conveniently rf iovcd from the vertical standard 5t', upon one platform b v the motorman, and placed upon the standard mounted upon the'opposite end ot' the car, as the occasion may rcquire. This ma)v be acconiplished, when the projection t'i't' ot' the lever (3l rests in one of the notches (SS otl the arch (33.

Having thus described my invention, what I claim is:

l. In an automatic railway switch operating niechanism, the combination with track rails and switch rails cooperating therewith7 said rails having' movible endsi; of a coupling bar connecting said ends, a lever having three arms, one o1t"which is connected to the coupling bar centrally of its length. pairs of tread members mounted -between the rails, each ot' said tread membcrs comprising a pair ot' bars pivotally.

mounted at each end,4 a vertial arm connecting the inner ends ot' the bars, a bell crank lever having one arm connected to the other end of the vertical arm and rods connecting the other arms to the bell crank levers with the other pair ot arms ot the first mentioned lever, means connected to the coupling rod tor retaining the switch points ir, positiveengagement' with the main line tracks, and means t'or depressing said tread members to throw the switch points.

2. In a switch operatii'ig mechanism, the combination with main line tracks, siding tracks and supporting ties therefor, each of said tracks havmg a movable point; ot' a coupling member for said points, tread members disposed in pairs upon opposite sides of the switch points and disposed longitudinally of the. tracks, operative connections between the tread members and the coupling` member for moving the same to throw the switch points in oppositel positions, a bell crank lever mounted upon one of the ties adjacent the coupling member, one arm o't the lever being pivotally connected wit-h the coupling member, a springl pivotally mounted upon the tie, a rod connecting said spring to theI other arm ot the lever, saidspring being adapted to retain the switch points in one position and means for depressing the tread ba'rs to move the coupling member and throw the switch points as desired.

2l. In a switch operating mechanism, the combination with main line tracks and siding tracks, each of whieh'is provided with a movable section connected together and operative mechanism connected thereto; ol' means carried by a car for operatingl said mechanism, said means comprising a depressible, engaging member slidably mounted beneath the car. a shaft rotatably secured tothe platform ot the ear, an arm carried by thel shaft and slidably secured to the engaging men'iber, operating standards connected to rotate said shat'ti, means for rotating the standards and means lor holding the same in an adjusted position.

Li. lin an operating mechanism for throwing Switches, the combination With inmfnble Switches ot a1 'track section :unl depressing members adapted for actuating the same; of means carried by the ear for depressing eeenee,

the shaft, Vertical standards, gear Wheels carried fit. the lower ends of the standards in mesh with said gear Wheels and the shaft, a lever secured. to each standard for rotating the same, said standards being journaled to the end Walls of the ear, e segmental rack arch and a latch Carried by each lever for engagement with said latch plate t0 hold the lever in an adjusted position according to 'the position des` ed to be given the Wheel.

En testimony whereof l aiix my Signat-ure, in the presence of two Witnesses.

DANIEL i?. HliFM-NN. lit/nesees ,HENRY l'ULiUs BLUMBERG,

Hummm HERMAN VVEINERB, 

